FODA Cycle 6 - Transportation · FODA Cycle 6 Federal Highway Administration Eastern Federal Lands Highway Division Road Inventory Program (RIP) Prepared By: Road Inventory and Condition

FODACycle 6

Federal Highway AdministrationEastern Federal Lands Highway DivisionRoad Inventory Program (RIP)

Prepared By:

Road Inventory and Condition Assessment of Paved RoutesFort Davis National Historic Site

Report Date: July 2017

Final Report

inTexas

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Moab

Tulsa

Colby

Guymon

Lawton

Joplin

Monroe

Salina

Cortez

Dallas

Lubbock

Abilene

Midland

Del Rio

Roswell

Wichita

El Paso

Houston

Amarillo

Carlsbad

Columbia

Lafayette

Vicksburg

Jonesboro

Texarkana

St. Louis

Fort Worth

Las Cruces

Alexandria

Shreveport

Dodge City

Fort Smith

Pine Bluff

Brownsville

Albuquerque

Springfield

Hot Springs

San Antonio

Kansas City

Fayetteville

Wichita Falls

Corpus Christi

Grand JunctionColorado Springs

Austin

Denver

Topeka

Santa Fe

Baton Rouge

Little Rock

Oklahoma City

Jefferson City

Sources: Esri, HERE, DeLorme, Intermap, increment P Corp., GEBCO, USGS, FAO, NPS, NRCAN, GeoBase, IGN, Kadaster NL, Ordnance Survey, Esri Japan, METI, Esri China (Hong Kong), swisstopo,MapmyIndia, © OpenStreetMap contributors, and the GIS User CommunityEsri, DeLorme, GEBCO, NOAA NGDC, and other contributors ±

Fort Davis National Historic Site


Table of Contents

4 - 14 - 24 - 34 - 4

SECTION PAGE NO.

1. INTRODUCTION 1 - 1

2. PARK ROUTE INVENTORY2 - 1

3.3 - 1

4.

APPENDIX

Route ID Report, Subcomponent Report, and Changes Report (As Applicable)

PAVED PARKING AREA CONDITION RATING SHEETSPaved Parking Area Pages

PARK SUMMARY INFORMATIONParkwide Paved Route Condition Summary

PARK ROUTE LOCATION MAPSRoute Location Key MapRoute Location Area Map(s)Route Condition Key Map – PCR Mile by MileRoute Condition Area Map(s) – PCR Mile by Mile

PAVED ROAD CONDITION RATING SHEETSPaved Road Pages 5 - 1

6 - 1

5.

6.

7. ROAD MILEPOST INFORMATIONRoad Milepost Information and Logs 7 - 1

8.

Appendix A: Methodology for Determining Condition Ratings with the DataCollection Vehicle (DCV)

8 - 5

Appendix B: Methodology for Determining Condition Ratings Using Manual RatingProceduresAppendix C: Description of Cycle 6 Deliverables 8 - 29

8 - 20

Appendix D: Glossary of Terms and Abbreviations 8 - 33

Improvements to the RIP Index Equations and Determination of PCR 8 - 1Description of the Rating System 8 - 2Explanation of the Condition Descriptions 8 - 3Description of Pavement Treatment Types 8 - 4

Explanation of Condition DescriptionsRoute-Level Condition Summary Reports for Data Collection Vehicle,Manually Rated, and Parking Area Routes (As Applicable)

3 - 23 - 3


Section 1Introduction

Introduction

The Federal Highway Administration’s (FHWA), Road Inventory Program (RIP) inventories all roads and parking areas in the National Park System, and performs condition inspections on all paved roads and parking areas for the National Park Service (NPS). This report contains the results of the Cycle 6 condition assessment of paved roads and parking lots for this park unit. This assessment was done using an automated, state-of-the-art pavement inspection vehicle as well as manual ratings. This information represents the condition of the paved assets at the time of the inspection. The pavement management system utilized by FHWA and the NPS uses these assessments to estimate future conditions and help prioritize pavement maintenance and rehabilitation projects. Further information about RIP data and its role in managing paved roads and bridges can be obtained by contacting the NPS Regional Transportation Program Manager.

A History of the Road Inventory Program: The FHWA, in the mid-1970s, was charged with the task of identifying surface condition deficiencies and corrective priorities on NPS roads and parkways. Additionally, FHWA was tasked with establishing an integrated maintenance features inventory, locating features such as culverts, guardrails, and signs, among others, along NPS roads and parkways. As a result, in 1976 the NPS and FHWA entered into a Memorandum of Agreement (MOA) which established the RIP. This MOA was revised in 1980 to update RIP data collection standards and develop a long-range program to improve and maintain NPS roads to designated condition standards and establish a pavement management program.

The FHWA completed the initial phase of inventory in the early 1980s. As a result of this effort, each NPS unit included in the collection received a RIP Report known as the “Brown Book” which contained information that was inventoried during this first RIP phase. In the 1990s, a cyclical program was developed, and since then five cycles of collection have been completed. Cycle 6 is currently in progress. A summary of the RIP collection cycles is shown in the table below.

Cycle Years Parks Collected

Cycle 1 1994 - 1997 44 Large Parks

Cycle 2 1997 - 2001 79 Large Parks5 Small Parks

Cycle 3 2001 - 2004 All Large ParksAll Small Parks

Cycle 4 2006 - 2010 86 Large ParksSeveral Small Parks

Cycle 5 2010 - 2014All Large Parks (Only functional class 1, 2, 7, and new/modified routes collected)All Small Parks (all roads and parking areas collected)

Cycle 6 2014 – 2020 (±)All roads and parking areas collected at all ParksAdditional partial collections of functional class 1, 2, and 7 roads at Large ParksCycle 6 is expected to last 6 years

Note: Large Parks have ≥ 10 Paved Miles; Small Parks have < 10 Paved Miles

1-1

Since 1984, the Road Inventory Program has been funded through the Federal Lands Highway ParkRoads and Parkways (PRP) Program. Currently, coordination of the RIP with Federal Lands Highway(FLH) is under the NPS Washington Headquarters Park Facility Management Division. The FLHWashington office coordinates policy and prepares national reports and needs assessment studies for Congress.

In 1998, the Transportation Equity Act for the 21st Century (TEA-21) amended Title 23 U.S.C., andinserted Section 204(a)(6) requiring the FHWA and NPS, to develop by rule, a Pavement ManagementSystem (PMS) applied to park roads and parkways serving the National Park System.

In 2012, the Moving Ahead for Progress in the 21st Century Act (MAP-21) amended Title 23 U.S.C., and under Section 203(c)(1-2) stated that the National Park Service in cooperation with the DOT/FHWA, shall maintain a comprehensive national inventory of their transportation facilities, with the goal of quantifying transportation infrastructure needs within the National Park System.

A History of the Pavement Management System: In 2005, the FHWA began implementing the use of a pavement management system to assist the NPS in prioritizing Pavement Maintenance and Rehabilitation activities. The system used by FHWA is the Highway Pavement Management Application (HPMA), which has the ability to store inventory and condition data from RIP and forecast future performance using prediction models. Outputs include performance and condition reports at the National, Regional, Park, or Route level. Regional prioritized lists and optimizations have been produced for most regions, and the Service’s overall roadway Deferred Maintenance is calculated via the HPMA.

Overview of Cycle 6: Cycle 6 launched in the spring of 2014 and will again comprise all NPS park units that are served by paved roads and/or parking areas. For Cycle 6, all paved roads (approximately 5,700 miles) and parking areas will be collected in all parks at least once, while the primary routes (functional class 1, 2, and 7 roads) at Large Parks will have additional collections. These multiple collections will provide updated condition data on a majority of the NPS’s primary road network and help build a better pavement management system, allowing for more accurate pavement performance prediction models.

FLH is responsible for the accuracy of all data presented in this report. Any questions or comments concerning the contents of this report should be directed to the national RIP Coordinator located in Sterling, Virginia.

Respectfully,

FHWA RIP Team

FHWA/Central Federal Lands 12300 West Dakota Ave Lakewood, CO 80228

FHWA/Eastern Federal Lands21400 Ridgetop Circle Sterling, VA 20166( ) 4 4- (720) 963-3556

1-2


Section 2Park Route Inventory


Section 3Park Summary Information

3-1

3-2

3-3

3-4


Section 4Park Route Location Maps

ROUTE LOCATION MAPKey Map


±0 0.5 1

Miles

Sources: Esri, HERE, DeLorme, TomTom, Intermap, increment P Corp., GEBCO, USGS, FAO, NPS, NRCAN, GeoBase, IGN, Kadaster NL, Ordnance Survey, Esri Japan, METI, Esri China (Hong Kong), swisstopo,MapmyIndia, © OpenStreetMap contributors, and the GIS User Community

1

NPS Collected Routes

4-1

ROUTE LOCATION MAPArea Map 1


±0 0.1 0.2

Miles

Sources: Esri, HERE, DeLorme, TomTom, Intermap, increment P Corp., GEBCO, USGS, FAO, NPS, NRCAN, GeoBase, IGN, Kadaster NL, Ordnance Survey, Esri Japan, METI, Esri China (Hong Kong), swisstopo,MapmyIndia, © OpenStreetMap contributors, and the GIS User Community

Note: Unique colors are used to differentiate roads

Rte. 0

010

Rte. 0902

Rte. 0904

Rte. 0901

Rte. 0900

4-2

ROUTE CONDITION MAPPCR - MILE BY MILE

Key Map


Sources: Esri, HERE, DeLorme, USGS, Intermap, INCREMENT P, NRCan, Esri Japan, METI, Esri China (Hong Kong), Esri Korea, Esri (Thailand), MapmyIndia, NGCC, © OpenStreetMap contributors, and the GIS UserCommunity

±0 0.5 1

Miles

Route Condition Legend – Pavement Condition Rating (PCR)

See Appendix for definitions and formulasOnly Data Collection Vehicle and Manually Rated Roads are displayed

Fair (61- 84) Good (85 - 94)Poor (0 - 60) Excellent (95 - 100) Not Rated

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4-3

ROUTE CONDITION MAPPCR - MILE BY MILE

Area Map 1


Sources: Esri, HERE, DeLorme, USGS, Intermap, INCREMENT P, NRCan, Esri Japan, METI, Esri China (Hong Kong), Esri Korea, Esri (Thailand), MapmyIndia, NGCC, © OpenStreetMap contributors, and the GIS UserCommunity

±0 0.1 0.2

Miles


See Appendix for definitions and formulasOnly Data Collection Vehicle and Manually Rated Roads are displayed

Fair (61- 84) Good (85 - 94)Poor (0 - 60) Excellent (95 - 100) Not Rated

Rte. 00

10

4-4


Section 5Paved Road Condition Rating Sheets

Surface Type:

Inspection Date:Paved Length (Miles):

Number of LanesLane & Width Information

Pavement Condition Rating (PCR)Roadway Condition Information

Longitudinal Crack Index

Distress Index Values

Route SummarySection Length (MI)Beginning Section MP

Surface Condition Rating (SCR)

Transverse Cracking IndexPatching IndexRutting IndexInternational Roughness Index (IRI)

Paved Width (ft)Lane Width (ft)

Roughness Condition Index (RCI)

Alligator Crack IndexStructural Crack Index

0

Rte.

0010

Sources: Esri, HERE, DeLorme, Intermap, increment P Corp., GEBCO, USGS, FAO, NPS, NRCAN, GeoBase, IGN, Kadaster NL, Ordnance Survey, Esri Japan, METI, Esri China (Hong Kong), swisstopo,MapmyIndia, © OpenStreetMap contributors, and the GIS User Community


See Appendix for definitions and formulasFair (61- 84) Good (85 - 94)Poor (0 - 60) Excellent (95 - 100) Not Rated

Fort Davis National Historic SiteROUTE 0010: ENTRANCE ROAD

2 2

00.36

3/21/20170.36ASPHALT

199.5

199.5

N/A97

10083

90

N/A8383

N/A97

10083

90

N/A8383

1001009090

Data Collection Vehicle (DCV) Rating

5-1


Section 6Paved Parking Area Condition Rating Sheets

User AccessInspection Date FMSS Number Surface Type

Curb Reveal (Inches)Area (Sq. Ft.) Lane Miles (11' Widths) Curb Recommendation

Curb & Gutter TypeCurb Type

Condition Rating / PCRPavement Recommendation

NOT APPLICABLE

FROM END OF ROUTE 0010 (ENTRANCE ROAD)

TO PARKING

2/25/2017

35,697

NO CURB

PREVENTIVE MAINTENANCE GOOD / 90

CONCRETE

0.615

55266 PUBLIC ASPHALT

DO NOTHING

6-1

ROUTE 0900: VISITOR CENTER PARKING

Manual Rating




Rte. 0010

Rte. 0900

± 0 130 260

Feet





NOT APPLICABLE

FROM ROUTE 0010 (ENTRANCE ROAD)

TO PARKING

Note: Parking area consists of multiple surface types: 1 part asphalt at 15,939 square feet,1 part concrete at 218 square feet.

2/25/2017

16,157

NO CURB


CONCRETE

0.278

55269 NONPUBLIC ASPHALT

DO NOTHING

6-2

ROUTE 0901: MAINTENANCE ROAD AND PAVED HOUSING PARKING AREA

Manual Rating




Rte. 0010

Rte. 0901

Rte. 0902

± 0 160 320

Feet





NOT APPLICABLE

FROM ROUTE 0901 (MAINTENANCE ROAD AND PAVED HOUSING PARKING AREA)

TO PARKING

2/25/2017

7,187

NO CURB


NO CURB AND GUTTER

0.124


NOT APPLICABLE

6-3

ROUTE 0902: MAINTENANCE PAVED PARKING

Manual Rating




Rte. 0901

Rte. 0902

± 0 40 80

Feet





NOT APPLICABLE

ADJACENT TO ROUTE 0010 (ENTRANCE ROAD) ON LEFT

2/25/2017

1,818

NO CURB


CONCRETE

0.031


DO NOTHING

6-4

ROUTE 0904: COTTONWOOD PICNIC AREA PARKING

Manual Rating




Rte.001

0

Rte. 0904

± 0 30 60

Feet


Section 7Road Milepost Information

Road Milepost Information

This report section contains road milepost information for all paved roads in the park that were collected with the Data Collection Vehicle (DCV). The milepost data is obtained from the DCV by using a distance measuring instrument (DMI) that is calibrated to record mileage to the nearest thousandth of a mile. Park roads that were manually rated did not have milepost data collected, and thus are not included in this report section.

For Cycle 6, the information presented in this section differs from previous RIP cycles in that it does not contain the roadside features inventories for the paved park roads. Some examples of the features previously collected are signs, culverts/drop inlets, guardrails, curbing, pullouts, etc. If the park was collected in a previous RIP cycle, then the latest features data can be obtained by referencing the following:

Where to find the latest Features Inventories for NPS Parks: For Small Parks (parks with less than 10 miles of paved roads):

o Refer to Cycle 5 data (collected 2010 - 2014)Features were reported in Section 9 of the Cycle 5 RIP reportVideo of features can be viewed using the PathViewVO program and Cycle 5 data

For Large Parks (parks with more than 10 miles of paved roads): o Refer to Cycle 4 data (collected 2006 - 2009)

Features were reported in Section 9 of the Cycle 4 RIP reportVideo of features can be viewed using the VisiData program and Cycle 4 data

o Note: Features inventories were updated in Large Parks in Cycle 5 only on a route by routebasis if the route was new or modified in Cycle 5. If this is the case for a particular route,then features for the route can be obtained using the PathViewVO program and Cycle 5 data(same as above for Small parks).

Milepost Events Verified in Cycle 6 In Cycle 6, the following events were collected and reported in Section 7 of this report:

Intersections with roads and parking areas All bridges and culverts with BIP Numbers (bridge inspection program numbers) Mile Marker Signs One-Way travel directions Overpasses Tunnels Low Water Crossings (LWCR) Surface type changes Construction areas where no pavement condition data was obtained

7-1

GPS Mileage Matching

A consistent survey milepost and constant route length as recorded by the Data Collection Vehicle (DCV) is a challenge to maintain from one collection cycle to the next. The challenge is due to many factors such as driver characteristics, DMI calibration, tire pressure etc. After Cycle 4 (~2010), a decision was made to hold constant the length of roads so long as there was no physical change from reconstruction projects or realignments that would result in a change to the length of a road. Consequently, the “GPS Mileage Match” was implemented to specify which cycle the route length is being matched. Route mileages and GPS are matched to a previous collection whenever there is no physical change to a route alignment. The route mileage and GPS is not matched to previous cycles whenever it is determined that a road length and GPS needs to be updated. When this happens the GPS and length is updated to the cycle that displays the change, and that collection cycle is used as the matching cycle in subsequent collections of the road. Thus, the Cycle 6 GIS could be either the survey length collected in Cycle 4, Cycle 5, or Cycle 6 and therefore, may not match the survey milepost displayed in the latest Cycle 6 DCV video which is viewable in PathView VO.

The features inventories and road logs collected on NPS routes contain mileposts that are determined from the corresponding cycle that the GPS is matched to. Therefore, the mileposts contained in the Cycle 4 or 5 features inventories or the Cycle 6 road logs may not exactly match the survey milepost collected in the latest Cycle 6 video of the road.

Locating Mile Marker Signs

For routes that have mile marker signs along them, the milepost reported by RIP will most likely not line up exactly with the sign located in the field. This could be happening for many reasons, most likely due to either the error falling within the acceptable calibration range of the vehicle, or the level of accuracy that the mile marker signs were placed in the field.

Because mile marker signs are important features in many project plans and location descriptions, RIP is reporting locations of mile marker signs in three ways in Cycle 6:

1. Mileposts from Cycle 6 GIS: the official RIP milepost taken from the features inventories and thematching GPS/mileage cycle as described above. This is the milepost that should be used on projectplans and when finding locations in the field

2. Mileposts from Cycle 6 Video: milepost shown to help locate the mile marker sign in the latestPathView VO video.

3. Latitude / Longitude: a constant way of locating a mile marker sign so long as the park has notmoved the sign

The mileposts from Cycle 6 Video and GIS should be nearly the same, but on longer roads it has been observed that the Video milepost deviates more from the official GIS milepost that comes from the matching cycle.

7-2

7-3


Section 8Appendix

Improvements to the RIP Index Equations and Determination of PCR

In 2005, the Federal Highway Administration (FHWA) began implementing the use of a Pavement Management System (PMS) to assist the National Park Service (NPS) in prioritizing Pavement Maintenance and Rehabilitation activities. The PMS used by FHWA is the Highway Pavement Management Application (HPMA) which has the ability to store inventory and condition data from the Road Inventory Program (RIP) and forecast future performance using prediction models. Outputs include performance and condition reports at the National, Region, Park, or Route level. A regional prioritized list and optimization have been produced for most regions and the Federal Highway Deferred Maintenance is calculated via the HPMA as well.

In an effort to improve the accuracy of treatment recommendations and pavement condition descriptions the distresses and indexes that comprise the Pavement Condition Rating (PCR), an extensive study was completed throughout 2010 that has resulted in changes to the RIP condition reporting method and specifically, the calculation of PCR. It was determined that a better representation of PCR could be achieved by modifying the relative impact certain distresses would have on the overall rating.

Through the use of HPMA data, it was noted that false failure indicators existed with the existing PCR model, and that it would be necessary to reduce their impact. The distresses affected in this way were Rutting and Roughness. Conversely, experience showed that roadways with extensive cracking present were often shown to have a high PCR. Therefore, the crack index models were adjusted to be more sensitive to changes in crack severity or quantity. It was also determined that these issues were not due to a problem with data acquisition (i.e. the RIP “van”), but with the way the collected data was processed. The final change was to provide guidance on when to use the Roughness Condition Index (RCI) in the PCR calculation. Roughness data is of little value to determining overall condition on routes that, due to their length or geometrics, have lower vehicle operating speeds. Therefore, in Cycle 5, only routes that have lengths of one half mile or greater and posted speed limits of 25 mph or greater will have RCI reported and included in the PCR calculations.

Additionally, methodologies were updated in 2013 for Manually Rated Routes (paved routes that the collection vehicle is unable to drive) as well as Parking Areas to provide more accurate condition data to the HPMA. These updated methodologies allow for the efficient assessment of pavement conditions using a visual inspection method to denote specific distresses. These distresses are indicative of current conditions, the causes for current and future deterioration, and identify the level of targeted repair and rehabilitation practices required.

The changes that were implemented were endorsed by management at both the FHWA and NPS. In order to show the effectiveness of these changes, several sites were ground truth tested in early 2014 to ensure that an improvement was achieved between the relationship of PCR and the actual Maintenance and Rehabilitation needs that were represented. The changes will allow greater use of RIP and HPMA data for not simply condition data reporting, but also as a reliable tool for project identification and selection.

8-1

Description of the Rating System

The Federal Highway Administration, National Park Service Road Inventory Program (NPS-RIP), collects roadway condition data on paved surfaces (asphalt, concrete, brick, and cobblestone) on roads, parkways, and parking areas in national parks nationwide. The road surface condition data is collected using an automated Data Collection Vehicle (DCV) and manually using Manually Rated Route (MRR) procedures. Roads having brick or cobblestone surfacing are not normally surveyed with the DCV, but are manually rated for condition rating.

The FHWA RIP is implemented based on the premise that an accurate pavement surface condition assessment can be accomplished using automated crack detection technology as applied to digital images. Various methods of pavement condition assessment have been developed over the years with varying degrees of accuracy and acceptance. The use of digital photography to record pavement images and subsequent crack detection and classification has undergone continuous improvements over the past decade. Digital cameras with increasingly superior resolution and high definition have become more affordable, and the proprietary programming code and algorithms have been improved in crack detection software.

With the use of quality digital photography and automated crack detection software, FHWA RIP is tasked with executing a pavement condition assessment on a network of roughly 5,700 miles of National Park Service roads and parkways. Because a subset of roads will be collected multiple times this cycle, the total collection length will be around 13,000 miles. Foremost in setting up the basis of pavement distress identification is employing the distress identification protocols used by FHWA. There is no single distress identification system that is universal among entities conducting a program of distress identification. For the purpose of the NPS RIP, FHWA employs distress identification protocols that are specific to this program.

FHWA has referenced the “Distress Identification Manual for the Long-Term Pavement Performance Program”, Publication No. FHWA-RD 03-031, June 2003, as the point-of- reference for distress types on NPS pavement. In truth, the FHWA RIP distress types are similar to those described in the LTPP manual with some modifications. This document, “Distress Identification Manual for the NPS Road Inventory Program, Cycle 6, 2014-2020” was developed using the “Distress Identification Manual for the Long-Term Pavement Performance Program” as a guideline. Definitions of severity levels based on crack width contained in this document adhere to the LTPP Distress ID Manual. Modifications have been made to the definition of Alligator and Longitudinal Cracking and determination of Alligator Cracking severity. This manual also addresses Rutting and Roughness and its application to RIP.

Cycle 6 has launched in the spring of 2014 and will again comprise all parks, large and small, that are served by paved roads and/or parking areas. For Cycle 6, roughly 333 large and small parks will have all paved routes and parking areas collected at least once in the cycle, some will have multiple collections depending on the size of the park and the functional class of the route.

This “Distress Identification Manual for the NPS Road Inventory Program, Cycle 6, 2014- 2020” will be used as a reference resource in crack detection and classification, determination of distress severity and extent, and in the calculation of distress index values for the FHWA RIP Cycle 6.

8-2

Explanation of the Condition Descriptions

In addition to the RIP Index changes that were implemented in Cycle 5, we will also aim to provide greater assistance in translating good/fair/poor categories into pavement needs categories. The PCR can be used to indicate the place in the Pavement Life Cycle and the types of treatments that should be considered now and into the future.

Excellent/New: PCR of 95-100. Pavements in this range will require only spot repairsGood: PCR of 85-94. Pavements in this range will likely be candidates for preventivemaintenance. Examples include Chip and Slurry Seals, Micro Surfacing and Thin Overlays.Fair: PCR of 61-84. Pavements in this range will likely be candidates of Light Rehabilitation(L3R). Examples include single-lift overlays up to 2.5 inches in total thickness, milling andoverlays.Poor: PCR of 60 or below. Pavements in this range will likely be candidates of HeavyRehabilitation or Reconstruction (H3R or 4R). Examples include Pulverization, Multiple LiftOverlays, and Reconstruction.

At this time, specific maintenance and rehabilitation activities should be evaluated and recommended at the project level. Site-specific conditions that influence treatment type should be determined based on performing a subsurface investigation and/or pavement condition survey, and not be based solely on RIP data. Additionally, RIP produces a snapshot of conditions the year in which the data was collected. For further information or to obtain additional PMS data from our (HPMA) please contact the Eastern Federal Lands pavement team.

0

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60

70

80

90

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Pave

men

t Con

ditio

n R

atin

g

Pavement Age

Condition Categories and Treatments

Reconstruction

POOR/Heavy Rehabilitation

GOOD/Preventive Maintenance GOOD/PreventiveGOOD/P i MMMaintMainiMaiM i tenatenaEXCELLENT/Localized Repairs Only

FAIR/Light Rehabilitation

8-3

Description of Pavement Treatment Types

1. Preventive Maintenance is a planned strategy of cost-effective treatments to an existingroadway system and its appurtenances that preserves the system, retards future deterioration, andmaintains or improves the functional condition of the system (without significantly increasing thestructural capacity). Preventive maintenance is typically applied to pavements in good conditionhaving significant remaining service life. As a major component of pavement preservation,preventive maintenance is a strategy of extending the service life by applying cost-effectivetreatments to the surface or near-surface of structurally sound pavements. Examples of preventivetreatments include asphalt crack sealing, chip sealing, slurry or micro-surfacing, thin and ultra-thin hot-mix asphalt overlay, concrete joint sealing, diamond grinding, dowel-bar retrofit, andisolated, partial and/or full-depth concrete repairs to restore functionality of individual slabs.

2. Pavement Rehabilitation consists of structural enhancements that extend the service life of anexisting pavement and/or improve its load carrying capacity. Rehabilitation techniques includerestoration treatments and structural overlays. Rehabilitation projects extend the life of existingpavement structures either by restoring existing structural capacity through the elimination ofage-related, environmental cracking of embrittled pavement surface or by increasing pavementthickness to strengthen existing pavement sections to accommodate existing or projected trafficloading conditions. Two sub-categories result from these distinctions, which are directly relatedto the restoration or increase of structural capacity.

Light Rehabilitation (L3R) - Examples include single-lift overlays up to 2.5 inches intotal thickness and milling and overlays for flexible pavements

Heavy Rehabilitation (H3R) – Requires rehabilitation with grade improvement. H3Rstands for resurfacing, restoration, and rehabilitation projects. H3R projects typicallyinvolve multi-depth (overlays greater than 2.5 inches) pavement improvement work(short of full-depth replacement) and targeted safety improvements. H3R projectsgenerally involve retention of the existing three-dimensional alignment.

3. Reconstruction (4R) is defined as the replacement of the entire existing pavement structure bythe placement of the equivalent or increased pavement structure. Reconstruction usually requiresthe complete removal and replacement of the existing pavement structure. Reconstruction mayutilize either new or recycled materials incorporated into the materials used for the reconstructionof the complete pavement section. Reconstruction is required when a pavement has either failedor has become functionally obsolete.

8-4

Appendix A

Methodology for Determining Condition Ratings with the Data Collection Vehicle (DCV)

8-5

Surface Distresses Identified by the Data Collection Vehicle

Surface Condition Rating – SCR

Surface distresses are measured in the primary lane only. In the classification and measurement of all paved surface condition data, results will be reported in the database in record intervals of 0.02 miles (105.6 feet) (smallest granularity) along the route.

Surface distresses and rutting are determined from digital images that provide both the longitudinal and transverse profile. The images also provide an elevation profile of the road, creating a 3-dimensional image of the paved surface.

Transverse Cracks Longitudinal Cracks Alligator Cracks Patching/Potholes Rutting

Each of the five surface distresses is assigned a computed surface distress index Transverse Crack Index Longitudinal Crack Index Alligator Crack Index Patching/Pothole Index Rutting Index

Surface distress data are classified as listed above, measured for severity, and quantified for extent. Classification, severity, and extent of these five surface distresses comprise the three main elements for calculation of Surface Condition Rating (SCR).

In addition to the five surface distresses, a Structural Crack Index is computed, which is acombination of the Longitudinal Crack Index and the Alligator Crack Index. The Structural Crack Index is then used in lieu of the LC and AC indices to compute SCR.

Roughness Condition Index - RCI

Additional condition data measured by DCV (lasers and accelerometers) Roughness (IRI)

Roughness is measured by FHWA’s DCV and reported as International Roughness Index (IRI) in inches/mile. Using IRI, the Roughness Condition Index (RCI) is computed.

Pavement Condition Rating - PCR

Using the SCR (computed from the five surface distresses) and the RCI, an overall Pavement Condition Rating (PCR) is computed. The formula for PCR is:

Asphalt PCR = (0.60 * SCR) + (0.40 * RCI) Concrete PCR = RCI

A detailed description of each distress index formula, roughness index formula, SCR and PCR is provided in this document.

8-6

Each classified surface distress will fall into one or more severity - LOW, MEDIUM, or HIGH based on criteria listed. For each severity, an extent is established based on the measured quantity of the distress within that severity. Within each severity individual distresses are assigned a Maximum Allowable Extent (MAE). For example, LOW severity transverse cracking may be allowed up to 21.1 cracks within a 0.02 mile interval before it reaches MAE and fails.

The index formulas are based on a scale of 0 to 100. A PCR index value of 100 would indicate a “new”road with no measurable distresses or rough ride. A PCR value of 60 is determined to be terminable serviceability and the road is considered failed. The range of index values with condition descriptors is:

POOR = (less than or equal to 60), FAIR= (61 – 84), GOOD= (85 - 94), EXCELLENT= (95 - 100)

Index values are generally computed based on cumulative deducts of the measured severities. As shown in the index formulas below, as any single severity reaches or exceeds MAE, the index computes to a value of 60 or less, and the road fails for that 0.02 interval.

Note: As a result of a unique combination of measured surface distresses and IRI, index values occasionally compute to less than 0 or greater than 100. In this instance, an index value less than 0 defaults to 0. Index values greater than 100 defaults to 100. For all indices, a highervalue indicates a better road condition, and a lower value indicates a poorer road condition.

On the following page, Table 1 summarizes the different types of distresses measured.

8-7

ASPHALT-SURFACED PAVEMENT DISTRESS TYPES WITH RUTTING AND ROUGHNESS

Distress Type Units Of Measure Converted To

Defined Severity Levels?

Measured By

Alligator Cracking Square Feet Percent of Lane Per 0.02 Mile Yes

3 Dimensional pavement imaging system

Transverse Cracking Linear feet Number of Cracks Per 0.02 Mile Yes


Longitudinal Cracking Linear feet

Percent of Lane Length Per 0.02 Mile

Yes3 Dimensional pavement imaging system

Patching / Potholes Square Feet Percent of Lane Per 0.02 Mile No

3 Dimensionalpavement imaging system

Rutting Inches Rut Depth Per 0.02 Mile Yes


Roughness IRI *RCI Per 0.02 Mile No DCV – Lasers / Accelerometers

*Note: Roughness is measured on concrete roadways, but surface distresses and rutting are not measured.For concrete, PCR = RCI

Table 1. Distress summary

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Alligator Cracking

Description:

Alligator cracking is considered a combination of fatigue and block cracking. It is a series of interconnected cracks in various stages of development. Alligator cracking develops into a many-sided pattern that resembles chicken wire or alligator skin. It can occur anywhere in the road lane. Alligator cracking must have a quantifiable area.

Severity Levels:

LOW An area with little to no interconnecting cracks with no visible spalling. Cracks are less than or equal to a mean width of 0.25 in. (6mm). Cracks in the pattern are no further apart than 1 foot (0.328 m). May be sealed cracks with sealant in good condition and a crack width that cannot be determined.

MEDIUM An area of interconnected cracks that form a complete pattern. Cracks may be slightlyspalled. Cracks are greater than 0.25 in. (6 mm) but less than or equal to 0.75 in. (19 mm) or any crack with a mean width less than or equal to 0.75 in. (19 mm) and adjacent low severity cracking. Cracks in the pattern are no further apart than 6 in. (150 mm).

HIGH An area of interconnected cracks forming a complete pattern. Cracks are moderately orseverely spalled. Cracks are greater than 0.75 in. (19mm) or any crack with a mean width less than or equal to 0.75 in. (19mm) and adjacent medium to high severity random cracking.

A combination of observed crack width and crack pattern is used to determine overall severity of alligator cracking. Based on above description of each severity, the highest level ofcrack width and crack pattern determines overall severity as shown in Table 2.

ALLIGATOR CRACKING SEVERITY LEVELSCRACKSEVERITY

CRACK PATTERNLOW MED HIGH

CRACKWIDTH

LOW LOW MED HIGHMED MED MED HIGHHIGH HIGH HIGH HIGH

Table 2. Alligator Crack Severity Levels

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Longitudinal Cracking

Description:

Longitudinal cracking occurs predominantly parallel to the pavement centerline. It can occur anywhere within the lane. Longitudinal cracks occurring in the wheelpath may be noteworthy.

Severity Levels:

LOWCracks with a mean width less than or equal to 0.25 in. (6 mm). This also includes sealed cracks with sealant in good condition and a width that cannot be determined.

MEDIUM Cracks with a mean width greater than 0.25 in. (6 mm) but less than 0.75 in. (19 mm). Also, any crack with a mean width less than 0.75 in. (19 mm) and adjacent random low severity cracking.

HIGH Cracks with a mean width greater than 0.75 in. (19 mm). Also, any crack with a mean width less than 0.75 in. (19 mm) and adjacent random medium to high severity cracking.

Transverse Cracking

Description:

Transverse cracking occurs predominantly perpendicular to the pavement centerline. It can occur anywhere within the lane.

Severity Levels:

LOWCracks with a mean width of less than or equal to 0.25 in. (6 mm). Sealed cracks with sealant in good condition and a width that cannot be determined.

MEDIUM Cracks with a mean width greater 0.25 in. (6 mm) and less than or equal to 0.75 in. (19 mm). Also, any crack with a mean width less than 0.75 in. (19 mm) and adjacent random low severity cracking.

HIGHCracks with a mean width greater than 0.75 in. (19 mm). Also, any crack with a mean width less than 0.75 in. (19 mm) and adjacent random medium to high severity cracking.

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Patching and Potholes

Description:

Patching is an area of pavement surface that has been removed and replaced with patching material or an area of pavement surface that has had additional patching material applied. Patching may encompass partial lane or full lane width. On full lane width patching; the total, contiguous length of patch may not exceed 0.100 mi. (0.161 km). (Any full-lane patch exceeding 0.100 mi. in length is considered a pavement change). Patching must have a quantifiable area.

Potholes are bowl-shaped holes of various sizes occurring in the pavement surface.

Manhole covers should not be rated as patches unless there is obvious patching around the manhole.

Speed bumps should not be rated as patches

Severity Levels:

There are no stratified severities for Patching and Potholes. They either are present or they are not.

RUTTING

Description:

Rutting is a longitudinal surface depression in the wheelpath.

Severity Levels:

LOWRuts with a measured depth of 0.20 inches to 0.49 inches Ruts less than 0.20 in. are not included in the distress calculations.

MEDIUM Ruts with a measured depth of 0.50 inches to 0.99 inches

HIGHRuts with a measured depth greater than 1.00 inch

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ROUGHNESS

Description:

Roughness is the measurement of the unevenness of the pavement in the direction of travel. It is measured in units of IRI (International Roughness Index), inches per mile, and is indicative of ride comfort.

Severity Levels:

There are no stratified severity levels for roughness. The roughness (or smoothness) of a road surface can be defined by IRI in the following table.

IRI DESCRIPTIONSType of Road Typical IRI (in/mile)New Road, no noticeable roughness <90Small level of roughness 90 – 126Road of average roughness 126 – 190Road with above average roughness 190 – 253Road with severe roughness 253 – 380Nearly impassable >380

Table 3. International Roughness Index

Roughness Collection Parameters

On shorter roads with a lower speed limit the usefulness in collecting and reporting IRI is negligible. Lower, inconsistent speeds can lead to a less accurate IRI value. Therefore RIP has put in place the following protocols for reporting IRI.

International Roughness Index (IRI) is not reported on routes with the following criteria:

Posted speed limit is less than 25 mph Length of route is less than 0.50 miles

When a collected route has a posted speed limit of at least 25 mph and length of at least 0.50 miles, IRI will be collected except on road sections where the speed is less than 20 mph

Other situations may arise where the speed and length factors are met, but reporting IRI could lead to an inaccurate PCR. RIP will determine whether or not it is reasonable to report IRI on these routes on a case by case basis.

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Index Formulas

Note: All index formulas listed below contain MAE applicable to 0.02 mile (105.6 feet) interval.

Alligator Crack Index

AC_INDEX = 100 – 40 * [(%LOW / 35) + (%MED / 15) + (%HI / 5)]

Where: The values %LOW, %MED and %HI report the percentage of the observed pavement (0.02 mile, primary lane) that contains alligator cracking within the respective severities. These values range from 0 to 100.

%LOW = Percent of total area (primary lane, 0.02 in length), low severity %MED = Percent of total area (primary lane, 0.02 in length), medium severity %HI = Percent of total area (primary lane, 0.02 in length), high severity

Percent of total area is computed as:square foot area of alligator crack severity

(0.02 mile)*(lane width)

In AC_INDEX, the denominators 35, 15, and 5 are the Maximum Allowable Extents (MAE) for each severity. In other words, we will allow up to 35% of low severityalligator cracking for a 0.02 interval before failure, 15% for medium severity, and so on. As you can see, if any single severity reaches MAE the resulting index value is 60, or failure.

Longitudinal Crack Index

LC_INDEX = 100 – 40 * [(%LOW / 175) + (%MED / 75) + (%HI / 25)]

Where: The values %LOW, %MED, and %HI report the length of longitudinal cracking within each severity as a percent of the section length (0.02 mile, primary lane). These values are greater than or equal to 0 and can exceed 100.

%LOW = Percent of interval length (primary lane, 0.02 in length), low severity %MED = Percent of interval length (primary lane, 0.02 in length), medium severity %HI = Percent of interval length (primary lane, 0.02 in length), high severity

Percent of interval length is computed as:length of respective longitudinal cracking

(0.02 mile)*(105.6 ft.)

In LC_INDEX, the denominators 175, 75, and 25 are the Maximum Allowable Extents (MAE) for each severity. In other words, we will allow up to 175% of low severitylongitudinal cracking for a 0.02 interval before failure, 75% for medium severity, and so on. As you can see, if any single severity reaches MAE the resulting index value is 60, or failure.

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Structural Crack Index

SC_INDEX = [100 - ((100 - AC_INDEX) + (100 - LC_INDEX))]

Structural Crack Index is a combination of Alligator Cracking and Longitudinal Cracking, and is used in the SCR formula in lieu of AC and LC separately.

Transverse Crack Index

TC_INDEX = 100 – 40 * [(LOW / 21.1) + (MED / 4.4) + (HI / 2.6)]

Where: The values LOW, MED and HI report a count of the total number of transverse cracks (reported to three decimals) within each severity level, where one transverse crack is equal to the lane width. These values are greater than or equal to 0.

LOW = Number of cracks in interval (primary lane, 0.02 in length), low severityMED = Number of cracks in interval (primary lane, 0.02 in length), medium severityHI = Number of cracks in interval (primary lane, 0.02 in length), high severity

Number of cracks is computed as: Total length of transverse cracks

Lane width

In TC_INDEX, the denominators 21.1, 4.4, and 2.6 are the Maximum Allowable Extents (MAE) for each severity. In other words, we will allow up to 21.1 low severity transverse cracks for a 0.02 interval before failure, 4.4 cracks for medium severity, and so on. As you can see, if any single severity reaches MAE the resulting index value is 60, or failure.

Patching Index

PATCH_INDEX = (100 – 40) * (%PATCHING / 80)

Where: The value %PATCHING reports the percentage of the observed pavement (0.02 mile, primary lane) that contains patching/potholes. This value ranges from 0 to 100.

%PATCHING = Percent of total area (primary lane, 0.02 in length)

Percent of total area is computed as:square foot area of patching/potholes

(0.02 mile)*(lane width)

There are no severity levels for patching. It either exists or does not.

There are no severity levels for patching. It either exists or does not. In PATCH_INDEX, the denominator 80 is the Maximum Allowable Extent (MAE) for each severity. In other words, we will allow up to 80% patching for a 0.02 interval before failure. As you can see, ifpatching/potholes reaches MAE the resulting index value is 60, or failure.

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Rutting Index

RUT_INDEX = 100 – 40 * [(%LOW / 535) + (%MED / 205) + (%HI / 40)]

Where: 20 rut depth measurements are taken per 0.02 interval for each of 2 wheel paths (left and right), resulting in a total of 40 measurements taken for both wheel paths. Each wheelpath is analyzed independently for rut severities. The values %LOW, %MED and %HI report the percentage of the 40 measurements within that severity. These values range from 0 to 200.

%LOW = Percent of LOW ruts in left wheelpath based on 20 ruts, plus percent of LOW ruts in right wheelpath based on 20 ruts.

%MED = Percent of MED ruts in left wheelpath based on 20 ruts, plus percent of MED ruts in right wheelpath based on 20 ruts.

%HI = Percent of HI ruts in left wheelpath based on 20 ruts, plus percent of HI ruts in right wheel path based on 20 ruts.

Percent of rut measurements within each severity can also be computed as:

(total number of ruts within each severity in both wheelpaths) 20 × 100

In RUT_INDEX, the denominators 535, 205, and 40 are the Maximum Allowable Extents for each severity; Low, Medium, and High, respectively. Only the MAE for high severity rutting can fail a section, since 200% of only low severity ruts would yield a rut index of 85 and 200% of only medium severity ruts would yield a rut index of 61.

Roughness Condition Index (Asphalt)

RCI = 32 * [5 * (2.718282 (-.0041 * AVG IRI))]

Where: The value AVG IRI reports the average value of the Left IRI and Right IRI measurementsfor the interval (0.02 mile, primary lane). This value can range from approximately 40 to 999.0.

Average IRI is computed as: (Left wheelpath IRI) + (Right wheelpath IRI)

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There is no applicable threshold for failure for this index.

Roughness Condition Index (Concrete)

RCI = (-0.0012)(IRI2) + (0.0499)(IRI) + 99.542

For concrete, PCR = RCI

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Surface Condition Rating Index

SCR = Lowest Index Value Of: [SC_INDEX, TC_INDEX, PATCH_INDEX, RUT_INDEX]

Note: The modified SCR equation above combines AC_INDEX and LC_INDEX, and considers that a single AC/LC index value of the Structural Crack Index (SC_INDEX). The lowest of the four computed index values (SC_INDEX, TC_INDEX, PATCH_INDEX, or RUT_INDEX) becomes the SCR.

Where: See above for determinations of SC_INDEX, TC_INDEX, PATCH_INDEX and RUT_INDEX.

The threshold for failure for this index is SCR = 60.Data Collection Vehicle Subsystems

Data on paved roads is collected by FHWA using a Pathway Services Inc. Data Collection Vehicle (DCV), called a PathRunner. The DCV is driven in the primary-direction lane at posted speed limits and less.

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Cameras

Forward-facing and rear-facing video is collected as jpeg digital imagery files at a frequency of every 26.4feet.

Two forward-facing cameras are mounted above the vehicle cab, one pointed straight ahead and the other to the right shoulder providing seamless roughly 120 degree viewing. A third camera is mounted in the rear of the vehicle, recording the left shoulder.

CAMERA SPECIFICATIONSTWO FORWARD / ONE REAR FACING CAMERA

Camera lens/type Prosilica GT 2750 (GigE Technology)Image format *.jpgImage resolution 2750 x 2200, 18 frames/secondImage pixel size depends on distanceZoom ratio 16mm Fixed

Iris rangeAperture Range F 1.8 – Infinity (P-Iris, Automatic

Pavement Imaging and Rutting

High resolution rutting data and surface imaging are collected in a single data stream using a three-dimensional (3D) pavement surface transverse profile data acquisition system. The 3D camera captures a laser line as it is projected over the pavement surface and uses the location of this line to measure the height deviations of the pavement surface. These height deviations can be used to calculate rutting in both wheelpaths. These deviations also provide a grayscale image detailing the change in height throughout the surface, i.e. providing depth measurements for cracking.

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THREE-DIMENSIONAL PAVEMENT SURFACE AND TRANSVERSE PROFILE

DATA ACQUISITION SYSTEMSurface Image Specifications

Image size 1536 pixels/scan @3000 HzImage width 4 meters (3950 mm nominal)Laser class 3BPower 16W (Two lasers @ 8W Ea)Vehicle speed limitations 62 mphEnvironment Dry pavement, day or nightSensor size (approximate) 1536 pixels x 512 pixelsImage display length 26.4 feet

Rutting Specifications

Reported rut depth units Inches

Vehicle speed limitations Up to 62 mphSampling rate 3000 profiles/secondTransverse resolution 1536 points/profileTransverse field-of-view 14 feetDepth accuracy (nominal) <1mm

EnvironmentDry pavement, day or night, above 32 degrees F

Adherence to specifications ASTM E1703M-95 (reapproved 2005)

Distance Measuring Instrument (DMI)

The DMI (Distance Measuring Instrument) obtains road length measurements that are accurate to 0.15%for speeds up to 60 mph. The DMI is connected to the hub of the rear wheel on the driver’s side, and is calibrated to the revolutions of the rear vehicle axle on a regular basis.

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Roughness (IRI)

IRI SPECIFICATIONS

Reported IRI units Inches/mileVehicle speed limitations 12-62 mphIRI equipment certification Texas Transportation Institute (TTI)Wavelengths accommodated 0.5 feet to 300 feetIRI computed & reported World Bank Technical Paper Number 46Environment Dry pavement, day or night, above 32 degrees

Adherence to specifications ASTM E950 Class 1 & AASHTO M 328

The collection system includes a South Dakota type laser profiler manufactured based on active Class 1 ASTM E950 standards. The dynamic profile of the pavement surface is collected from which the IRI roughness data is computed. The sensors include one accelerometer on each wheelpath, one height sensor (laser) on each wheelpath, and a distance transducer.

GPS & Inertial Systems

GPS is collected by an onboard system employing Omnistar real time correction and a spinning gyroscope to provide accurate positioning data in instances of satellite obstruction. All GPS coordinates are tied to an image and linear distance measurements.

GPS SPECIFICATIONS

Static accuracy Sub-meterDynamic accuracy 2-3 metersReceiver 12 satellite trackingCoordinate system Lat Lon WGS 84Environment Day or nightCross-slope ± 1.75%Grade ± 1.75%Adherence to specifications ASTM E1703M-95 (reapproved 2005)

*NOTE – GPS accuracy is dependent on many different factors. Satellite constellation, tree coverage, GPS receiver quality, and real-time correction availability can all affect the locational and elevation accuracies. The elevation (z coordinate) accuracy is less dependable than locational or horizontal accuracy (x/y coordinates or latitude/longitude). In areas of heavy tree coverage or poor satellite constellations, elevation data can vary by as much as +/- 100 feet.

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Appendix B

Methodology for Determining Condition Ratings Using Manual Rating Procedures

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Description of Manual Rating Methods

In 2013, the Federal Highway Administration updated existing Manual Rating Procedures in an effort to better align pavement conditions for Manually Rated Routes and Parking with the Highway Pavement Management Application (HPMA). HPMA is the Pavement Management System used by the FHWA to store inventory and condition data from the Road Inventory Program (RIP) and forecast future performance using prediction models. HPMA uses pavement condition data (collected by the Road Inventory Program) to develop life cycles for pavements and recommend treatments to maximize useable pavement life while minimizing costs associated with maintenance and repair.

The Federal Highway Administration (FHWA) developed a set of manual rating methods for pavement that are appropriate for Federal Roadways. Two different methods were developed for linear roads and a separate method was developed for parking areas and nonlinear roads. These methods employ a 0 to 100 rating scale and improve consistency and objectivity in the manual evaluation of surface distresses. They are compatible with ratings that are collected by the automated Data Collection Vehicle (DCV).

The first of the two manual evaluation methods for roads uses rating criteria to assign indexvalues to each distress type based on a visual evaluation of severity and extent.

The second manual evaluation method for roads is very time demanding and is best employed ononly a select set of routes which may have the highest visitor use and require a more intensiveassessment. This method will be used for the Manual Rating of Function Class 1, 2, 7, and 8Roads. This method is based on measurements that are recorded for each instance of a surfacedistress. These measurements are converted into index values using conversion formulas.

Parking areas and non-linear roads are rated similar to the first method shown above, however,there are some slight differences due to the non-linear nature.

The details and criteria used for each of these rating methods are outlined below.

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Visual Inspection Method for Manually Rating Secondary Roads

The visual inspection method for manually rated roads uses condition rating criteria that have been developed by FHWA. This criteria is based on a visual evaluation of the severity and extent of distresses to determine the overall condition of the roadway. This method is used for secondary roads that are Functional Class 3, 4, 5, and 6. This constitutes the majority of manually rated roads collected by the Road Inventory Program.

Rating Section Lengths

For this method, Manually Rated Roads are rated in sections. These sections may be made based on length of changes in surface type or condition as described below. The ratings are then aggregated to give an overall rating for the Route:

Rating sections should be no longer than 0.25 miles in order to keep the area being ratedmanageable.A new rating section may be started based on changes in condition, width, or surface type ifthese changes represent a significant portion of the route (are not isolated instances).If the road condition, width, and surface type remain constant then new sections do not needto be created unless the road exceeds 0.25 miles.

Rating Criteria

For this method, Manually Rated Roads are evaluated using a visual inspection of the six distress types listed below. Each distress is assigned one of five index values. An overall Surface Condition Rating (SCR) and Pavement Condition Rating (PCR) are calculated based on these index values.

Alligator CrackingRating based on percentage of road surface affected

Longitudinal CrackingRating based on severity level (crack width) and percentage of road section length of longitudinal cracks

Transverse CrackingRating based on crack width, crack spacing, and percentage of surface affected

PatchingRating based on percentage of road surface affected

RuttingRating based on percentage of road section length affected by visible rutting (>1 inch depth) that requires remediation

RoughnessManual assessments of roughness are not made due to the subjectivity of the measurement. Therefore, roughness is not incorporated into the PCR calculation of manually rated roads.

Concrete Routes also receive a PCR rating based on visual evaluation of the following six distress types. Slab Faulting at JointsSlab Cracking and breakupSurface Delamination and Pop-outsJoint DistressesPatching

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Distress Measurement Method for Manually Rating Primary Roads

A more intensive and time demanding assessment than our standard method was developed for Primary roads that are functional class 1, 2, 7, or 8. These high visitation roads are usually accessible by the automated Data Collection Vehicle but in rare instances may need to be manually rated. The method developed is based on measuring each instance of a distress. These measurements are totaled over each section length being measured and are then converted into index values between 0 and 100 (100 being a road with no distress) using index formula equations outlined below. The goal of this method is to produce measured index values which are directly comparable to the automated DCV.

Rating Section Lengths

For the distress measurement method roads are broken into sections in order to rate. Distress measurements are totaled for each section separately in order to determine the index value for that particular section. The section length to be rated is determined based on the following rules:

Rating sections are between 0.25 and 0.50 miles longA new rating section is created if there is a significant change in condition or pavement widthIf there are no significant changes in condition or pavement width, rating sections are broken atequal intervals, typically 0.50 miles

Manual Distress Measurements

Alligator Cracking Alligator cracking is measured by area (square feet). Instances of Alligator cracking aremeasured along the length and multiplied by the average width of the distressed area.The index for alligator cracking takes the total area of cracking compared to the interval lengthand converts it to a percentage. That percentage is then input into an index formula that yields avalue between 0 and 100 (0 being the most distressed).Severity levels are not defined for manually measured Alligator cracks. The Alligator CrackIndex formula is calculated based on an assumption of medium severity.

Longitudinal Cracking Longitudinal cracking (cracking in the direction parallel to the roadway) is measured by length(ft.).The index for longitudinal cracking takes the total length of cracking compared to the intervallength and converts it to a percentage broken down by severity. That percentage is then input intoa formula that yields a value between 0 and 100 (0 being the most distressed).Two severity levels are defined for manually measured Longitudinal Cracks. Lower severitycracks are those with a mean width of less than 0.25 inches. Sealed cracks with sealant in goodcondition are also considered lower severity. Higher severity cracks are those with a mean widthof greater than 0.25 inches.

Transverse Cracking Transverse cracking (cracking in the direction perpendicular to the roadway) is measured bylength (ft).The index for transverse cracking takes the total number of cracks (1 crack would encompass thefull lane) broken down by severity. The total numbers of each severity are then put into aformula that yields a value between 0 and 100 (0 being the most distressed).Two severity levels are defined for manually measured Transverse Cracks. Lower severity cracksare those with a mean width of less than or equal to 0.25 inches. Sealed cracks with sealant in

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good condition are also considered lower severity. Higher severity cracks are those with a mean width of greater than 0.25 inches.

Patching and Potholes Patching and Potholes are measured by area (square feet). Instances of Patching are measuredalong the length and multiplied by the average width of the patch.Instances of full lane width patching cannot be longer than 0.100 miles, otherwise is should beconsidered a pavement change rather than a distress.There are no stratified severities for Patching. It is either present or it is not.

Rutting Visible rutting is measured by length (ft.) in each wheel path. Only visible ruts are rated, whichare ruts greater than 1 inch deep.All rutting recorded in a manual rating is considered to be high severity (> 1 inch). Lesserseverities are generally not distinguishable in a visual inspection.

Roughness Manual assessments of roughness are not made due to the subjectivity of the measurement.Therefore, roughness is not incorporated into the PCR calculation of manually rated roads.

Index Formulas for Distress Measurement Method:

The method used to convert distress measurements into index values is shown below. The Surface Condition Rating and Pavement Condition Rating are calculated based on these index values.

Alligator Crack Index for Manual Rating:

AC_INDEX = 100 – 40 * (%ALLIGATOR / 15) Where:

%ALLIGATOR = Percent of total area of section being rated that contains Alligator cracking.

Longitudinal Crack Index for Manual Rating:

LC_INDEX = 100 – 40 * [(%LOW / 175) + (%MED / 75)] Where:

%LOW = Percent length of longitudinal cracks where crack width less than or equal to 0.25 inches %HIGH = Percent length of longitudinal cracks where crack width greater than 0.25 inches

Transverse Crack Index for Manual Rating:

TC_INDEX = (100 – 40) * [(LOW / 21.1) + (MED / 4.4)]

Where: LOW = Count of the total number of transverse cracks within the section length where one transverse crack is equal to the lane width and the crack width <= 0.25 inches HIGH = Count of the total number of transverse cracks within the section length where one transverse crack is equal to the lane width and the crack width > 0.25 inches

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Number of cracks is computed as: Total length of transverse cracks/Lane width

Patching Index for Manual Rating:

PATCH_INDEX =(100 – 40) * (%PATCHING / 80) Where:

%PATCHING = Percentage of pavement section that contains patching/potholes.

Rutting Index for Manual Rating:

RUT_INDEX = 100 – 40 * (%RUTTING / 40)Where:

%RUTTING = Percentage length of high severity rutting within the section being measured.

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Method for Manually Rating Paved Parking Areas and Non-Linear Roads

Parking areas are evaluated based on a visual inspection using condition rating criteria that has been developed by FHWA. This criteria is based on a visual evaluation of the severity and extent of distresses to determine the overall condition of the parking area. This overall condition rating is linked to the level of repair and rehabilitation practices required.

A distress index is determined for each of the distresses listed below for Asphalt and Concrete Parking areas. The overall Pavement Condition Rating (PCR) of the parking lot is driven by the most severe distress present.

Rating Criteria:

Asphalt Parking Distress Types Alligator Cracking

Rating based on percentage of road surface affected Longitudinal, Transverse and Block cracking

Rating based on crack width, crack spacing, and percentage of surface affected Rutting and Distortions

Rating based on percentage of road surface affected Hot Mix Asphalt Patches

Rating based on overall percentage of HMA patches Potholes and Cold Patches

Rating based on percentage of road surface affected Surface Raveling and Bleeding

Rating based on percentage of road surface affected

Concrete Parking Distress Types Slab Faulting at Joints

Rating based on height differential between adjacent slabs or pieces of broken slabs Slab Cracking and breakup

Rating based on quantity of cracks and if slab is acting to able distribute load as designed Surface Delamination and Pop-outs

Rating based on percentage of road surface affected to include pop-outs, spalls and surface delamination

Joint DistressesRating based on sealant condition and concrete distresses at/or adjacent to joints

PatchingRating based on percentage of road surface affected

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Curb Inspection and Treatments

During inspections of manually rated parking lots and routes, the curb reveal and overall curb condition are evaluated. The curb condition is used to determine a recommendation.

Curb Reveal The vertical distance on the curb face from the gutter flow line or pavement surface to the top of curb. When resurfacing adjacent to curb, the resulting curb reveal should be no less than 4 inches. Additionally, when resurfacing adjacent to a gutter, the resulting pavement surface should be flush with the gutter pan. In cases where a resurfacing would violate either of these parameters, the surface may need to be milled or removed to adjust to these field conditions.

Curb Recommendations The following treatment categories are based on the overall percentage of distresses along the entire curb structure for a specific pavement structure. Distresses include spalling, cracking, loss of material and any other damage which prevents the curb from conveying storm runoff or failing to perform in its intended function.

Overall curb damage ranging 0%-5%:DO NOTHING

Overall curb damage ranging 5%-20% LIGHT REPAIR

Overall curb damage ranging 20%-50% MODERATE REPAIR

Overall curb damage greater than 50%: REPLACE

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GPS for Manually Rated Roads and Parking

GPS information for Manually Collected Cycle 6 Routes will be recorded using the latest hardware and software by TRIMBLE 6000 Series GeoXT. Cycle 6 GPS collection units will allow access to GPS and GLONASS, improving overall GPS reliability, accuracy and precision to submeter accuracy. Additionally, the new GPS units have an enhanced ability to collect accurate signals underneath tree cover or adjacent to buildings or natural terrain with extreme vertical gradations that typically reduce GPS accuracy. Trees and buildings create “satellite shadows”, limiting the areas where you can reliably collect high-accuracy GPS data. The updated GPS receiver will deliver improved usable data under tree canopy or in natural or urban canyons. Routes that were previously collected accurately will not be recollected in Cycle 6.

TRIMBLE 6000 SERIES GeoXT GPS SPECIFICATIONSReceiver Trimble Maxwell™ 6 GNSS chipsetChannels 220 channelsSystems GPS / GLONASS / WAAS Accuracy Sub-meterOperation Temperature –20 °C to +60 °C (–4 ºF to +140 ºF)Cellular and Wireless UMTS / HSDPA / GPRS / EDGE / Wi-Fi / BluetoothInternal Still Camera w/ GEOTAG ability Autofocus 5 MP (JPG) and WMV w/ Audio

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Appendix C

Description of Cycle 6 Deliverables

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Interim Report Delivery

Partial report will be primarily focused on manually collected routes. The report will be released approximately four months after manual collection of parking lots and other manually collected routes to provide NPS an immediate report on the condition of routes collected manually.

The Interim Report Delivery consists of an Interim Report PDF that contains the following:

Parking lot and manually rated route conditionsRoute ID ReportsRoute ID Changes Report.

Please note that since the Data Collection Vehicle will have not collected data at this point in time, the following will not be in the Interim Report:

No park summary information will be provided in the reportNo DCV data will be provided in reportNo road logs will be provided in reportNo maps will be provided in reportAny mileages collected will be approximate

All data provided in the Interim Report will also be included in the Final Report.

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Final Report Delivery

The Final Report will contain all data collected by Manual Inspection and the Data Collection Vehicle. All information provided in the Interim Report will be included in the Final report. Manually collected information reported in the Interim Report may be updated in the Final Report if pavement conditions have substantially changed between the Manual Inspection and Data Collection Vehicle Inspection or other unforeseen circumstances.

The final report will be released approximately 8 months after the Data Collection Vehicle completes its collection of that specific park.

Data included in the Final Report package consists of the following:

Condition Photos: All photos taken during Cycle 6.Data Video: Data and video of each route collected by the DCV will viewable through PATHVIEW software. PATHVIEW Software and training will be provided to NPS personnel by Eastern Federal Lands. GPS on All Rated Routes: All GPS data collected from the DCV will be provided. Parking areas, some roads, and other paved areas that are not fully drivable with the DCV are collected manually by field technicians. GPS is collected for these routes using portable Trimble GPS units.

GPS will be provided as Shapefiles and KMLs All GPS data related to road collection with be linear referenced to the collected length

Geodatabase – Background and Metadata: In addition to this park report, a geodatabase containing both tabular and spatial data specific to this park has been provided.

All data disseminated in the preceding report has been obtained from the tables and fields within said geodatabase. The geodatabase can be referenced for tabular data via Microsoft Access or for both tabular and spatial data via ESRI’s ArcGIS Suite of software which consists of; ArcMap, ArcCatalog and ArcExplorer. Consolidating the RIP data into one database creates a seamless relationship of tables and geographic data. It allows RIP to facilitate easier updates and enhancements in the future. A geodatabase can be thought of as simply a database containing spatial data. Acomplete and thorough description of the tables and fields contained within this geodatabase can be found in the metadata. The metadata is attached directly within the geodatabase and can be accessed via ESRI’s ArcCatalog.

Report (RIP Report and Route ID): A PDF report will be provided that includes a list of all routes and key data. Condition reports for each route will be included. All changes, additions and deletions to any route will be included in the report. Features along routes will not be collected in Cycle 6.

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Partial DCV Collections

Additional Partial DCV Collections may be done on specific parks depending on their size and overall mileage of routes within its boundaries during Cycle 6. Parks with greater than 10 miles of paved roadways will receive at least one additional Partial DCV collection during Cycle 6. Data collected during these Partial DCV Collections will not result in the delivery of an additional report to the park.

Data collected by the DCV during Partial DCV Collection will be used to improve HPMA modeling by providing additional “snapshots in time” of park pavement conditions. This improved HMPA modeling will assist in the programing and budgeting of future projects which will help maximize the life of pavement infrastructures.

Instead of receiving a report of conditions collected during the Partial DCV collection, the park will receive a formal letter from the Road Inventory Program requesting coordination for the additional Partial DCV collection, identifying the dates of the Partial DCV Collection and will reinforce the purpose and importance of the Partial DCV Collection.

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Appendix D

Glossary of Terms and Abbreviations

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Glossary of Terms and Abbreviations

TERM OR ABBREVIATION DESCRIPTION OR DEFINITIONAC Alligator CrackingCRS Condition Rating Sheets (Section 5)Curb Recommendation Curb remediation based on overall percentage of curb distressCurb Reveal Height of curb exposed from gutter flow line to top of curbDCV Data Collection VehicleExcellent Excellent rating with an index value of 95 to 100Fair Fair rating with an index value from 61 to 84FUNCT_CLASS Functional Classification (see Route ID, Section 2)Good Good rating with an index value from 85 to 94IRI International Roughness IndexHPMA Highway Pavement Management Application

Lane Width Width from road centerline to fogline, or from centerline to edge-of-pavement when no fogline exists

LC Longitudinal CrackingMRR Manually Rated RouteMRL Manually Rated LineMRP Manually Rated PolygonN/A Not ApplicableNC Not CollectedPATCH Patching and PotholesPaved Width Width from edge-of-pavement to edge-of-pavementPCR Pavement Condition RatingPKG Parking AreaPoor Poor rating with an index value of 0 to 60RCI Roughness Condition IndexSC Structural CrackingSCR Surface Condition RatingTC Transverse Cracking

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Documents

FODA Cycle 6 - Transportation · FODA Cycle 6 Federal Highway Administration Eastern Federal Lands Highway Division Road Inventory Program (RIP) Prepared By: Road Inventory and Condition